Internal combustion engine



G. c. MCDERMETT INTERNAL COMBUSTION ENGINE April 18, 1,939.

3 Sheets-Sheet l Filed June 25, 1957 [lill/III .Hwm

-Aprxl 18, 1939. G. c:4 McDr-:RMETT 2,155,143

INTERNAL COMBUSTION ENGINE Filed June 25, 1937 3 Sheets-Sheet 2 w mw ,Y

April 18, 1939. G. c. MCDERMETT 2,155,143

INTERNAL COMBUSTION ENGINE Filed June 25, 1957 5 Sheets-Sheet 3 Entente@ Apro l, i939 hairs par sica 3 iaims.

io adapted to meet with all of the requirements fo successful commercial use. more particular object of the present invention is to provide an improved rotary valve mechanism of the above kind embodying simple l5 and emcient means for maintaining a iiuid tight relation between certain portions of the rotary valve and the wall of the valve chamber so as to effectively prevent leakage therebetween from one cylinder to another, or from the inlet to the discharge port of each cylinder or vice versa.

Another important object of the present invention` is to provide for the emcient circulation of Water through the rotary valve to cool the latter.

Other objects of the present invention will become apparent from the following description when considered in connection with the accompanying drawings, and the invention consists in the novel form, combination and arrangement of parts hereinafter more fully described, shown in said accompanying drawings and claimed.

In the drawings:

Figure l is a substantially central longitudinal sectional view through the head and the upper portion of the cylinder block of a multi-cylinder engine equipped with a rotary valve mechanism constructed in accordance with the present invention.

Figure 2 is a view partly in vertical section on d0 line 2-2 of Figure 1 and partly in front elevation, of the construction shown in Figure 1.

Figure 3 is a vertical section on line 3-3 of Figure 1.

Figure 4 is a View on the same line as Figure 3 but looking toward the left of Figure 1 with the head and block in rear elevation.

Figure 5 is an enlarged vertical section on the plane of line 5-5 of Figure 1, but with the valve turned to a different position.

Figure 6 is a fragmentary longitudinal section on line 8 8 of Figure 5. f.

Figure '7 is a similar view on line 'I-l of Figure 5.

Figure 8 is a perspective view of one o! the packing strips forming part of the valve bear- (Cll. 1123-59) ing employed in connection with each cylinder; and

Egures 9 to 16 inclusive are diagrammatic views illustrating various positions of the valve with respect to each cylinder during the opera- 5 tion of the engine.

Referring in detail to the drawings, the engine illustrated comprises a cylinder block 5 having four cylinders 5 in which are pistons l, a head being secured upon .the block 5 including a lower l0 section t bolted to the block as at 9 and an upper section i0 bolted to the lower section as at ii. The head sections t and El) are formed with mating semi-cylindrical recesses which form a cylindrical valve chamber in which is rotatably 15 fitted a cylindrical valve t2 having diametric ports i3 extending therethrough, one for each cylinder. The head sections 3 and i0 have alined diagonal intake ports Hand i5 respectively, as well as oppositely inclined diagonal and alined 20 exhaust ports i6 and il respectively, for each cylinder. Thus, each port i3 of the valve is adapted to establish communication between in take ports i4 and i5 to connect the associated cylinder with an intake manifold, and to establish 25 communication between the exhaust ports I6 and ii to connect said cylinder to an exhaust manifold, in certain positions during the revolution of the valve. These intake and exhaust manifolds are respectively indicated at I8 and I9 and 30 form portions of a single unit or casting which also includes an intermediate web 20 connecting said manifold. The inner Walls of manifods I8 and I9 below the web 20 are respectively provided with outlet and inlet openings 2| and 22 respec- 35 tively adapted to register with the intake port I5 and exhaust port i1 of the upper head section i0, the web 20 resting upon the upper head section lIll between the ports I5 and I1 and being bolted to said head section I0 as at 23. Thus, 40 the manifold unit is of a saddle type construction, andthe Wall portions of the manifolds, as well as the surfaces of the upper head section I0 with which they contact are preferably inclined in downwardly diverging relation so that the 45 manifold unit has a self-centering seating engagement upon the head section I0. A suitable gasket 24 may be employed between the manifold unit and the head section I0 to provide a gastight joint therebetween, and similar gaskets, not 50 shown, may of course be employed between the meeting faces of the head section and `between the block 5 and the lower head section 8. The block 5 is of the usual bevel-wall construction so as to provide water jackets 25 about the cylinders which communicate with each other, and the lower and upper` head sections 8 and I0 are also of hollow construction to permit circulation of water therethrough for cooling purposes in a well known manner. The lower head section receives. the cooling water from the jackets 25 of the cylinders through the top of said jackets 25 in the usual manner, and similar communication is provided between the interiors of the head sections 8 and I 0. The valve I2 is of hollow construction with the ports I3 afforded by tubular members extending diametrically through said valve. At the rear end of the engine, the lower head section 8 is provided with water outlet openings 26, and bolted as at 21 to this end of head section 8 is a cap member 28 of hollow construction having water inlet openings 29 adapted to register with the openings 26 so as to permit passage of the cooling water from the head section 8 into the cap member 28. The cap member 28 is provided at its inner side with a packing gland 30 through which projects the adjacent end of valve I2 as shown clearly in Figure 1. This provides a water-tight joint between the cap member v28 and the adjacent end of valve I2, and the cooling water passes from cap member 28 into the interior of valve I2 as indicated by the arrows a in Figure 1. The adjacent end of valve I2 is flanged as at 3| so as to afford a longitudinal thrust bearing for the bearing in said cap member 28. At the opposite or front end of the head, another cap member 32 is bolted to the lower head section 8 as at 33 and has at its inner side a packing gland 34 through which the adjacent orifront end of valve I2 projects. 'I'he packing gland 34 forms a water-tight joint between the cap member 32 and the adjacent end of valve I2, the latter being formed on its outer side with a pump casing 35 having a removable front wall 36. As shown clearly in Figure 1, the front end of valve I2 opens into the chamber of pump casing 35, and said pump casing 35 has a tangential outlet 36 adapted to be connected in the usual way with a. heat dissipating radiator wherein the head is dissipated from thev cooling water before it is returned again to the water jackets of the cylinders 6. Provision is thus made for `eiicient circulation of cooling water through the valve, as well as the head sections, thereby preventing undue heating of these parts. Secured to the front end of valve I2 and projecting forwardly therefrom coaxial therewith is a shaft 38 on which is keyed an impeller 39 arranged within the pump casing 35. The shaft 36 is connected to the valve I2 by radial arms 40 so as to permit passage of the cooling water from valve I2 into pump casing 35. The shaft 38 projects forwardly through a packing gland 4I provided on the removable outer wall 36 of pump casing 35, and the projecting forward terminal of shaft 38 may have a sprocket gear 42 secured thereon to facilitate transmission of power from the crank shaft of the engine to the rotary valve for rotatably driving the latter at the proper speed. At each cylinder, the lower head section 8 is provided with a suitable spark plug recess 43 alined with a threaded opening 44 for -removable reception of a spark plug 45, as shown clearly in Figure 5. Also, the manifold I8 may be provided intermediate its ends and on the outer side thereof with an inlet 46 for connection with the outlet of a carburetor, the manifold I9 having an outlet opening 41 at the rear end thereof for communication with the usual exhaust pipe.

At the opposite sides of each port I3, the valve I2 is provided with annularl external ribs 48 adapted to be received in corresponding but slightly wider annular'grooves 49 formed in the wall of the valve chamber. Cylindrical bearing sleeves for the ported portions of the valve I2 between its ribs 48, are fitted in the valve chamber, one between each pair of adjacent grooves 49, and each bearing sleeve consists of a pair of semi-cylindrical sections 50 and 5I having end flanges 52 and 53 arranged to engage in the adjacent grooves 49 and cooperate with the adjacent ribs 48 to provide longitudinal compression seals. In surrounding relation to each of the ports I4 and I6, the wall of the valve chamber has inwardly projecting bevelled ribs or lips 54 as shown more clearly in Figures 5 and 7, and these ribs or lips engage correspondingly bevelled side and end walls of exhaust and intake openings provided at 55 and 56 inthe lower sections 50 of the bearing sleeve. vides fluid-tight joints for preventing leakage between the adjacent parts from port I5 to adjacent port I6 or vice versa, or from the ports I4 and I6 of one cylinder to those of an adjacent cylinder. Also, this arrangement provides for retaining the bearing sleeve against rotation with the valve. In addition to this primary sealing means, packing bars 51 are provided in the lower bearing sleeve sections 50 at the outer sides of ports I4 and I5, said packing bars being pressed by leaf springs 58 into engagement with the periphery of the valve I2. The packing bars 51 are preferably provided with recesses 59 in the outer sides thereof to accommodate the springs 58, the bars 51 being arranged in suitable openings provided in the lower bearing sleeve sections 50. As indicated at 60 (Figure 6) the walls of these openings in sections 50, as well as the ends of the bars 51 are correspondingly bevelled so that the bars 51 will readily center themselves against said openings. The springs 58 may be substantially flat although reacting against the wall of the valve chamber to press the bars 51 inwardly and maintain them in tight engagement with the cylindrical surface lof the rotary valve. These packing bars provide an additional and more efficient means for preventing leakage from port I6 to port I5 or from port I4 to port I1, with respect to each cylinder.

'Ihe valve may be provided with any suitable lubricating means, although the oil' is preferably led to the grooves 49 through feed tubes 6I carried by the upper head section I0 as generally indicated in Figure 5.

'I'he operation of the valve will be apparent from Figures 9 to 16 inclusive. In Figure 9 the valve I2 is positioned with a port I3 about to open communication between the associated parts I4 and I5 lof al cylinder, communication having been cut off between the associated ports I6 and I1. At this time, the piston in the associated cylinder is at the top of its stroke and ready to descend for drawing in an explosive charge. Further travel of the valve brings it to the position of Figure 10 wherein the intake is completely opened with the piston midway of its suction stroke. When the piston reaches the end of its suction stroke, the valve reaches the position of Figure 11 so as to close communication between the ports I4 and I5, the ports I6 and I1 being still out of communication. At this time,

the piston is midway its compression stroke, and when the valve reaches the position of Figure 13, the piston has completed its compression stroke and the charge is fired. This drives the piston downwardly or outwardly and when the piston is midway its power stroke, the valve is in the position of Figure 14. When the piston reaches the end-of its power stroke and is ready to ascend, the valve reaches the position of Figure wherein the same is about to establish communication between exhaust ports I6 and I1. This communication is fully opened as shown in Figure 16 when the piston reaches a point midway its exhaust stroke as shown in Figure 16, the valve nally coming back to the position of Figure 9 at the end of the exhaust stroke of the piston when the piston is again ready to descend on its intake stroke. The same performance takes place at the proper time with respect to each cylinder, as will be readily understood by those familiar with the operation of a four-cycle engine.

From the foregoing description, it will be seen that I have provided a construction of valve mechanism which is fully adapted to meet with all of the requirements for a successful commercial use and which is elcient in carrying out the stated objects of the invention. The parts are simple and may be readily and economically produced and assembled or taken apart for renewal or repair. Also, emcient operation is insured with a minimum amount of care or attention. While I have illustrated a very specific embodiment. of the invention, it is apparent that the same is susceptible of many modifications and changes such as fairly fall within the spirit and scope of the invention as claimed. It will be noted that the valve is adapted to be rotated in ratio of 1 to 4 with the engine crank shaft by suitable driving mechanism, and that the ports in both the valve and valve casing are in ratio of 1 to 16 of the circumference of the valve.

What I claim as new is:

1. In an engine, the combination of a valve casing having inlet and exhaust ports and provided with ribs in surrounding relation to said ports, a rotary cylindrical valve mounted in said casing and having a port for cooperating with said inlet and exhaust ports, a bearing sleeve surrounding said valve and havingC ports registered with said inlet and exhaust ports, said rib and the wallsof the ports of said bearing sleeve having contacting bevelled surfaces.

2. In an engine, the combination of a valve casing having inlet and exhaust ports and provided with annular circumferential grooves at opposite sides of said ports, a rotary cylindrical valve mounted therein and having a port for cooperating therewith, said valve further having annular external ribs engaged in said annular grooves, and bearing sleeves encircling the valve and provided with end anges engaging in said annular grooves and cooperating with the annular ribs of the Valve for providing longitudinal compression seals.

3. In an engine, a valve casing having a cylin- V drical valve chamber and inlet and exhaust ports at opposite sides of said chamber, a rotary cylindrical valve mounted in said casing and having arport for cooperating with said inlet and exhaust ports, a bearing sleeve surrounding said valve and provided with inlet and exhaust ports. said valve casing having ribs surrounding the inlet and exhaust ports at the inner side of the valve chamber and engaging the inlet and exhaust ports of the bearing sleeve to aord sealing means and to restrain the bearing sleeve against rotation with the valve.

GAGE C. MCDERMETT. 

